BALTIC SEAENVIRONMENT PROCEEDINGS No. 59 - Helcom

does not exist.
When cargo residues are concerned, preferably the consignor of
the oil and the consignee of the chemical cargo are made
responsible for accepting dirty ballast and tank washings.
This may require substantial monitoring by the authorities.
Certain Annex I residues and tankwashings should also be
received by the receiver of the cargo. This concerns asphalt,
high density oils and other Annex I products, which through
their physical properties prohibit that cargo tanks are
cleaned at sea. For other ship generated waste, additional
reception facilities have to be provided.
Indirect cost recovery can apply for example:
governmental subsidies, using for example general
tax revenues paid by society;
revenues of specific taxes.
Waste delivery in a port is likely to be stimulated by this
cost recovery mechanism and illegal discharges at sea will be
reduced, mainly because there are no reasons for not
delivering the waste. This cost recovery mechanism does not
stimulate waste minimization practices on board. As for the
other costs recovery mechanism, long and troublesome
procedures to dispose of waste must be avoided, as the costs
of additional lay-time in the port will stimulate illegal
disposal of wastes.
Although it is true that imaqe of a port benefits from freeof-charge
reception facilities, there is as yet no indication
that this factor influences the decision of ship operators to
move to ports (provided that the port fits the trading
pattern) providing such free or less costly reception
facilities. With better enforcement of the discharge
standards, this would probably be different.
There are indications that this cost recovery mechanism
attracts waste. The amount of waste a ship wants to dispose of
should be in proportion to the length of the last journey. If
previous ports of call do not offer waste reception services,
waste is likely to accumulate on board. As a result, a port
offering services unconditionally may attract wastes that
should have been dealt with in other ports. Such practices can
be avoided by developing a regional strategy, leading to the
provision of similar services in the ports in a region.
This cost recovery mechanism does not require extensive
control and enforcement measures to verify compliance of ships
with disposal regulations, provided that the services do not
cause undue delay.
OPTIONS FOR ENFORCEMENT AND CONTROL
National legislation will have to be developed to regulate the
processing of ship wastes which have been discharged and
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